JP4930797B2 - Clutch control device - Google Patents

Description

  The present invention relates to a clutch control device, and in particular, a clutch control device capable of executing clutch control according to the state of a vehicle even when the control state of the clutch is in an initialized state due to a momentary interruption of the power supply of the vehicle. About.

  2. Description of the Related Art Conventionally, an automatic transmission that automatically connects and disconnects a clutch and switches a shift position using an actuator is known. In such an automatic transmission, various devices have been devised so that appropriate clutch control can be performed even during a normal shift operation.

Patent Document 1 discloses that a clutch is connected during parking in an in-gear state where a predetermined gear position is selected, and the engine can be started when the vehicle is turned on and then switched to the neutral state. Discloses a configuration in which the clutch is disengaged.
Japanese Patent Laid-Open No. 61-74917

  On the other hand, in the technique of Patent Document 1, a process or the like when an instantaneous power interruption or the like occurs for some reason during normal traveling has not been studied.

  An object of the present invention is to provide a clutch control device that can execute clutch control according to the state of the vehicle even when the control state of the clutch is in an initialized state due to, for example, a momentary interruption of the power supply of the vehicle. .

  To achieve the above object, the present invention provides a clutch control device for a clutch for connecting and disconnecting a rotational driving force transmitted from a vehicle engine to a drive wheel via a transmission, and an actuator for connecting and disconnecting the clutch, and the actuator Control means for controlling the operation of the transmission, neutral detection means for detecting the neutral state of the transmission, and vehicle speed detection means for detecting the vehicle speed of the vehicle, the control means when the predetermined condition is satisfied An initialization control state for setting the clutch in a non-moving state is set, and the control unit further executes control of the engine, and the vehicle speed is set to a predetermined value when the clutch is in the non-moving state with the clutch connected. When the vehicle speed is less than a predetermined value, the engine is allowed to start, and when the vehicle speed is less than a predetermined value, the engine is not allowed to start. There is a one-of features.

  Further, in a clutch control device for a clutch for connecting and disconnecting a rotational driving force transmitted from a vehicle engine to a drive wheel via a transmission, an actuator for connecting and disconnecting the clutch, a control means for controlling the operation of the actuator, Clutch connection state detection means for detecting a clutch connection state, neutral detection means for detecting a neutral state of the transmission, and vehicle state detection means for detecting at least that the vehicle is stopped, The control means is set to disengage the clutch when the neutral state is detected. The control means is an initialization control state in which the clutch is stationary as a control state of the clutch, and the clutch is in a disengaged state. And a first control state in which the engine can be started, and the clutch is in a connected state and A second control state in which the start of the engine is disabled, and a third control state in which the clutch is in the connected state and the engine can be started. Transition to the first control state when the vehicle is disconnected, transition to the second control state when the clutch is in a connected state and the vehicle is stopped, the clutch is in a connected state, and There is a second feature in that when the vehicle is not stopped, a transition is made to the third control state.

  The control unit has a third feature in that when the supply of drive power to the clutch control device is started, the control state of the clutch is set to the initialization control state.

  The control means has a fourth feature in that when the abnormality of the clutch control device is detected, the control state of the clutch is set to the initialization control state.

  Furthermore, there is a fifth feature in that vehicle speed detection means for detecting the speed of the vehicle is provided, and the vehicle state detection means detects the stop of the vehicle when the vehicle speed becomes a predetermined value or less.

  According to the first feature, the control means is set in an initialization control state in which the clutch is stationary when a predetermined condition is satisfied. The control means further executes engine control and the clutch is connected. When the vehicle speed is higher than a predetermined value, the engine is allowed to start, and when the vehicle speed is lower than the predetermined value, the engine is not allowed to start. When the state is reached, it is possible to execute different control depending on the vehicle speed. Specifically, when it is determined that the vehicle is running, the engine is allowed to start. Therefore, even when the engine is stopped, the engine is driven and rotated by the rotation of the drive wheels. Can be started. Moreover, since it is not permitted to start the engine when it is determined that the vehicle is stopped, it is possible to prevent the vehicle from starting even if the engine is started while parking.

  According to a second feature, the control means is set to disengage the clutch when a neutral state is detected, and the control means, as a control state of the clutch, an initialization control state in which the clutch is stationary, A first control state in which the clutch is disengaged and the engine can be started; a second control state in which the clutch is in a connected state and the engine cannot be started; and a clutch is in a connected state and the engine can be started. And the control means makes transition to the first control state when the clutch is in the disengaged state in the initialization control state, and when the clutch is in the connected state and the vehicle is stopped Transits to the second control state, and transitions to the third control state when the clutch is in the connected state and the vehicle is not stopped. When the control state becomes initialization control state, it is possible to perform the clutch control according to the state of the vehicle.

  In particular, when the clutch control state is set to the initialization control state during traveling, the clutch is disconnected during traveling because the transition to the third control state in which the clutch is maintained and the engine is allowed to start is made. This makes it difficult for the idle running state to occur. Even if the engine is stopped when transitioning to the third control state, the engine is driven to rotate by the rotation of the drive wheels and the engine is restarted, so the vehicle continues to travel without giving the passenger a sense of incongruity. it can.

  Further, when the clutch is disengaged, that is, when the transmission is set to the initialization control state during parking in the neutral state, the transition to the first control state is made, so the engine is started and the next operation is performed. Can be prepared.

  Further, when the initialization control state is set during in-gear parking in which a predetermined shift speed is selected to prevent rotation of the drive wheel during parking, the state transitions to the second control state. In the second control state, since the clutch connection state is continued, for example, the clutch is not disconnected during parking on a slope and the drive wheels do not start to rotate. In addition, since the engine start is prohibited in the second control state, it is possible to prevent the vehicle from moving due to the engine start operation.

  According to the third feature, the control means sets the control state of the clutch to the initialization control state when the supply of drive power to the clutch control device is started, so when the ignition switch is turned on, Appropriate clutch control can be executed when the power supply is momentarily interrupted during traveling.

  According to the fourth feature, when the abnormality of the clutch control device is detected, the control means sets the control state of the clutch to the initialization control state. Therefore, when the watchdog timer of the control program times out, Appropriate clutch control can also be executed when an abnormality occurs in the output signal from each sensor.

  According to the fifth feature, the vehicle speed detecting means for detecting the speed of the vehicle is provided, and the vehicle state detecting means detects the stop of the vehicle when the vehicle speed becomes a predetermined value or less. It can be detected reliably.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram illustrating a configuration of a clutch control device and peripheral devices according to an embodiment of the present invention. A transmission 1 applied to a motorcycle includes a main shaft 2 as an input shaft that has axes parallel to each other and is rotatably supported by an engine case (not shown), and a counter shaft 4 as an output shaft. Are provided with first to sixth transmission gear pairs for transmitting rotational driving force. The constant-mesh transmission 1 that sequentially switches the transmission gear pair by intermittently rotating the shift drum has a well-known general configuration as a sequential multi-stage transmission for a motorcycle, and thus detailed description thereof is omitted. To do.

  A clutch 6 is provided between the main shaft 2 of the transmission 1 and the crankshaft (not shown) of the engine, which is a power source, for switching the connection / disconnection state of the rotational driving force of the engine. The rotational driving force of the engine is transmitted to the main shaft 2 via the clutch 6 from the primary driven gear 5 meshed with a primary driving gear (not shown) fixed to the crankshaft. The rotational driving force transmitted to the main shaft 2 is transmitted to the counter shaft 4 through one transmission gear pair selected by the transmission mechanism 10 described later. A drive sprocket 3 is fixed to one end portion of the counter shaft 4, and the engine rotates on a rear wheel (not shown) as a drive wheel via a drive chain (not shown) wound around the drive sprocket 3. Driving force is transmitted.

  The clutch 6 includes a clutch outer 71 fixed to the primary driven gear 5 and holding a plurality of driving friction plates, and a driven friction plate fixed to the main shaft 2 and in contact with the driving friction plates to generate a frictional force. The clutch inner 72 is held, and the pressure plate 16 is attached to the main shaft 2 so as to be axially movable. The pressure plate 16 is always pressed to the left in the figure by the elastic force of the clutch spring, and the friction force that can transmit the rotational driving force of the engine between the driving friction plate and the driven friction plate by this pressing force. Has occurred.

  The pressure plate 16 is movable in the axial direction by sliding the push rod 7 penetrating the main shaft 2. Thus, the clutch 6 is in a connected state when the push rod 7 is not slid, while when the push rod 7 is pressed by a force that resists the elastic force of the clutch spring and slides to the right in the figure, The pressure plate 16 moves in a direction in which the driving friction plate and the driven friction plate are separated from each other, and the clutch 6 operates in the disconnection direction. At this time, a half-clutch state between the connected state and the disconnected state can be obtained by adjusting the pressing force applied to the push rod 7. The push rod 7 is in contact with the end of the hydraulic piston 9 of the clutch slave cylinder 8 fixed to the engine case, and when the predetermined hydraulic pressure is supplied to the oil passage 123, the hydraulic piston 9 is moved to the push rod 7. Is pressed to the right in the figure.

  A transmission mechanism 10 that selects one gear train for transmitting a rotational driving force is housed in the engine case in the same manner as the transmission 1. The speed change mechanism 10 operates a shift pedal (not shown) swingably attached to the motorcycle body and rotates the shift drum 42 with an operating force applied during the shift operation to perform a speed change operation. It is something to execute. In the present embodiment, the shift pedal operated by the occupant with the left foot is connected to a shift lever 51 fixed to one end of the shift spindle 50.

  On the surface of the hollow cylindrical shift drum 42, three engagement grooves are formed to engage with one end sides of the first to third shift forks 37, 38, 39, respectively. The other end sides of the first to third shift forks 37 to 39 are respectively engaged with three slidable transmission gears attached to the main shaft 2 and the counter shaft 4 so as to be slidable in the axial direction. ing. When the shift drum 42 is rotated, the first to third shift forks 37 to 39 slide to predetermined positions in the axial direction corresponding to the respective shift speeds, so that the slidable transmission gear and the slidable gear are slidable. The connection / disconnection state of the dog clutch disposed between the transmission gear and the transmission gear adjacent to the transmission gear is switched. As a result, the speed change gear pair for transmitting the rotational driving force of the engine is selectively switched, and the speed change operation is executed. The dog clutch described above is a well-known general mechanism that transmits rotational driving force between adjacent gears on the same axis when a plurality of dog teeth (convex portions) and dog holes (concave portions) mesh in the axial direction. It is.

  The transmission mechanism 10 includes a gear position sensor 92 serving as a rotation angle detection unit that detects the rotation angle of the shift drum 42 and a neutral position that is turned on when the shift drum 42 is in the neutral position and detects the neutral state of the transmission 1. A shift spindle rotation amount sensor 100 that detects the rotation amount of the switch 110 and the shift spindle 50 is provided. The gear position sensor 92 can detect the gear position of the transmission 1 based on the rotation angle (rotation amount) of the shift drum.

  A hydraulic modulator 20 for supplying hydraulic pressure (hydraulic pressure) to the clutch slave cylinder 8 is driven by a motor 21 as an actuator. When the motor 21 is driven based on the drive signal from the driver 116, the worm gear 26 engaged with the rotating shaft 22 rotates. A worm wheel 28 that rotates about a swing shaft 27 is engaged with the worm gear 26, and one end of the worm wheel 28 can swing about the swing shaft 27. The roller at one end of the swinging member 23 is in contact with the first hydraulic piston 24. With this configuration, when the motor 21 is rotationally driven in a predetermined direction, one end portion of the swing member 23 can press the first hydraulic piston 24 to generate hydraulic pressure in the oil passage 123.

  On the other hand, in the present embodiment, there is provided a clutch master cylinder 30 that is attached to the left handle (not shown) of the motorcycle and that is operated by the occupant with the left hand. The clutch master cylinder 30 is configured such that when an occupant grips the clutch lever 31, the hydraulic piston 32 is pressed to generate hydraulic pressure in the oil passage 124. The oil passage 124 is connected to the hydraulic pressure modulator 20, and is configured such that when a predetermined hydraulic pressure is generated in the oil passage 124, the second hydraulic piston 25 housed in the hydraulic pressure modulator 20 is pressed. One end portion of the second hydraulic piston 25 is disposed so as to contact the roller on the other end side of the swing member 23 described above. The swing member 23 swings independently of the worm wheel 28 and is provided so as to press the first hydraulic piston 24. Thus, when the second hydraulic piston 25 is pressed, the first hydraulic piston 24 is pressed regardless of the operating state of the motor 21, and the hydraulic pressure is generated in the oil passage 123 with priority given to the occupant's operation. It becomes possible.

  The hydraulic pressure modulator 20 is provided with a worm wheel rotation amount sensor 117 that detects the rotation amount of the worm wheel 28 and a hydraulic pressure sensor 118 that detects the hydraulic pressure generated in the oil passage 123. The clutch master cylinder 30 is provided with a clutch operation amount sensor 119 that detects the operation amount of the clutch lever 31.

  The ECU 120 receives signals from a throttle opening sensor 113 that detects the throttle opening that is linked to the occupant's throttle operation, a vehicle speed sensor 114 that detects the vehicle speed of the motorcycle, and an engine speed sensor 115 that detects the engine speed. In addition to the input, a shift spindle rotation amount sensor 100 as a shift pedal operation amount detection means provided in the transmission mechanism 10, a gear position sensor 92 and a neutral switch 110, and a worm wheel provided in the hydraulic pressure modulator 20 Signals from the rotation amount sensor 117 and the hydraulic pressure sensor 118 are input. The ECU 120 drives and controls the ignition device 111, the fuel injection device 112, and the driver 116 based on signals from the various sensors described above.

  According to the configuration described above, the shift drum can be rotated with the operating force of the occupant, and the manual shift operation without the clutch operation can be performed by automatically controlling the connection / disconnection of only the clutch. Thereby, unlike the automatic transmission in which the rotation operation of the shift drum is also executed by the motor, it is possible to obtain an operational feeling of actually rotating the shift drum by the shift pedal.

  FIG. 2 is a block diagram showing the configuration of the clutch control device according to one embodiment of the present invention. The same reference numerals as those described above denote the same or equivalent parts. The ECU 120 includes a clutch control unit 130 serving as a control unit that drives the hydraulic pressure modulator 20 to control connection / disconnection of the clutch 6, an abnormality detection unit 210 that detects abnormality of the ECU 120, various sensors, and accessories, and the ECU 120 Watchdog timer 200 that is a countdown timer that monitors whether or not it is operating normally, neutral detection means 190 that detects that the transmission is in the neutral state, and clutch connection state detection means that detects the clutch connection state 220 and vehicle state detection means 170 for detecting the traveling state of the vehicle.

The required initialization state detection means 131 included in the clutch control unit 130 determines whether or not the clutch control state set by the clutch control unit 130 needs to be set to a predetermined initialization control state. The initialization required state detecting means 131 detects that it is necessary to enter the initialization control state when the driving power of the ECU 120 is turned on or when some abnormality occurs in the ECU 120 or the like. The initialization control state is set to reset the clutch control flow once and start appropriate clutch control again. The clutch control unit 130 also includes an initialization control unit 132 for setting the clutch control state to the initialization control state, and a transition of the clutch control state from the initialization control state to the first to third control states. The first to third control units 133 to 135 are provided.

The case where the driving power is input to the ECU 120 corresponds to the case where the ignition switch 230 for connecting / disconnecting the main power source of the vehicle is turned on, the case where the power supply is momentarily interrupted during traveling, or the like. Further, the case where an abnormality is detected by the ECU 120 or the like corresponds to a case where the watchdog timer 200 of the control program has timed up or an abnormality has occurred in an output signal from each sensor.

  The clutch control unit 130 automatically controls connection and disconnection of the clutch 6 in order to make the vehicle run smoothly based on the occupant's start operation and shift operation during normal driving of the vehicle. The clutch control unit 130 according to the present embodiment detects the clutch control state by the initialization control unit 132 when the initialization required state detection unit 131 detects that the transition to the initialization control state has occurred. Is in an initialization control state, detects the state of the vehicle in the initialization control state, and executes clutch control according to each state.

  The neutral detection means 190 is in the neutral state based on the output signal of the gear position sensor 92 that detects the rotation angle of the shift drum 42 or the neutral switch 110 that detects that the shift drum 42 is in the neutral position. Detect that. Further, it is also possible to detect the neutral based on the gear position sensor 92 and the neutral switch 110, and according to this configuration, the neutral state can be detected more reliably than the method of detecting by any one of the sensors. It becomes possible.

  The clutch connection state detection means 220 can detect the clutch connection state (connected, disconnected, etc.) based on the output signals of the hydraulic pressure sensor 118 and the worm wheel rotation amount sensor 117. For example, when the output signal of the worm wheel rotation amount sensor 117 is located between the connection position and the disconnection position, it can be detected that the clutch is in the half-clutch state. The clutch engagement state may be detected using either the hydraulic pressure sensor 118 or the worm wheel rotation amount sensor 117.

  The vehicle state detection means 170 can detect various driving states of the vehicle (starting, stopping, running, engine running, engine stall, etc.) based on the output signals of the engine speed sensor 115 and the vehicle speed sensor 114. . For example, if the engine is running and the vehicle speed starts to increase from zero, it can be determined that the vehicle has started, and if the engine is running and the vehicle speed is equal to or less than a predetermined value, the vehicle is determined to be stopped. it can.

  Then, the clutch control unit 130 generates a hydraulic pressure modulator based on output signals from the ignition switch 230, the abnormality detection unit 210, the watch dog timer 200, the neutral detection unit 190, the clutch engagement state detection unit 220, and the vehicle state detection unit 170. The clutch 6 is driven by controlling the hydraulic pressure generated by the clutch 20.

  FIG. 3 is a state transition diagram showing the configuration of clutch control according to an embodiment of the present invention. The control state of the clutch 6 (hereinafter sometimes simply referred to as a clutch) includes an initialization control state A in which the clutch is stationary, a first control state B in which the clutch is disengaged, and the clutch is completely connected. Similarly to the second control state C, a second control state C, a third control state D in which the clutch is completely connected, and a half-clutch control state E in which the clutch is in the half-clutch state are set. The clutch non-moving state in the initialization control state A means maintaining the clutch engagement state when the initialization control unit 132 sets the initialization control state A.

  In the present embodiment, when the clutch control state is the initialization control state A, the first control unit 133 disconnects the clutch when the clutch engagement state is not detected, that is, when the clutch disengagement state is detected. A transition is made to the first control state B as a state. This corresponds to the case where the ignition switch 230 is turned on while the engine is stopped and the transmission is in the neutral state. In this case, since the engine start is permitted in the first control state B, the occupant can execute the engine start operation without delay.

  Even when the ECU 120 is detected to be in the initialization control state A while the transmission is idling when the transmission is in the neutral state, if the engine is not stopped in a short time, the engine remains On the other hand, when the engine is stopped for a long time when the power supply is stopped, the engine starting operation can be executed without delay.

  Next, when the clutch control state is in the initialization control state A, when the clutch connection state is detected and the vehicle stop state is detected, the second control unit 134 sets the clutch to the fully connected state. To the second control state C. This corresponds to a case where the ignition switch 230 is turned on during in-gear parking, in which the transmission is set to an in-gear state where the transmission position is set to a non-neutral shift position to prevent rotation of the drive wheels during parking.

  In this case, since the clutch is kept connected, turning on the ignition switch 230 can prevent the clutch from being disconnected and the vehicle from moving. Furthermore, since the engine start is prohibited in the second control state C, the vehicle is also prevented from moving due to the engine start operation. The stop state can be detected when the vehicle speed detected by the vehicle speed sensor 114 becomes a predetermined value or less.

  Further, when the clutch control state is in the initialization control state A, when the clutch connection state is detected and the vehicle stop state is not detected, that is, when it is detected that the vehicle is running, The third control unit 135 makes a transition to the third control state D in which the clutch is in a completely connected state. This corresponds to a case where an abnormality of the ECU 120 or the like is detected while the vehicle is traveling, or a case where an occupant accidentally turns off the ignition switch 230 and switches it on again.

  Since engine start is permitted in the third control state C, even when the engine is stopped when ignition control or fuel injection control by the ECU 120 is temporarily stopped when transitioning to the third control state C, the clutch Since the engine is connected, the engine is driven and the engine is restarted without performing a starting operation. Thereby, it becomes possible to continue driving | running | working, without giving a passenger discomfort.

  When the neutral state is detected while in the second control state C, the state transitions to the first control state B where the clutch is disengaged. This corresponds to an operation in which the occupant switches the transmission to the neutral state in order to start the engine after turning on the ignition switch 230 during in-gear parking. Moreover, if a stop is detected in the 3rd control state D, it will change to the 1st control state B which cut | disconnects a clutch. This corresponds to the operation of disengaging the clutch to enable idling stop in the in-gear state when the vehicle is stopped from the traveling state.

  And when it is in the 1st control state B, if the start operation by a passenger | crew is detected, it will change to the half clutch control state E which makes a clutch a half clutch state. This corresponds to the operation of smoothly starting the vehicle by setting the clutch to the half-clutch state. The start operation is detected by the engine speed detected by the engine speed sensor 115 exceeding a predetermined value after the transmission is shifted from the neutral state to the predetermined gear position, or detected by the throttle opening sensor 113. It can be determined that the throttle opening to be exceeded exceeds a predetermined value. In addition, when the stop of the vehicle is detected in the half-kura control state E, the clutch returns to the first control state B and the clutch is disengaged.

  Further, when clutch engagement is detected in the half-clutch control state E, a transition is made to the third control state D in which the clutch is completely engaged. This corresponds to an operation for making the control state of the clutch correspond to the normal running because the operation for smoothly starting the vehicle is completed.

  FIG. 4 is a flowchart showing a flow of clutch control according to the present embodiment. This flowchart corresponds to the state transition diagram of FIG. In step S1, the flow of clutch control is reset due to abnormality detection of the ECU 120, etc., and is in an initialization control state A in which the clutch is stationary. In step S2, it is determined whether or not the clutch connection is not detected. If a negative determination is made in step S2, that is, if clutch engagement is detected, the process proceeds to step S3.

  In step S3, it is determined whether or not a vehicle stop is detected. If a negative determination is made, the process proceeds to step S4. As described above, when the determination results of step S2 and step S3 are combined, it is determined that the clutch connection is detected and the vehicle is not stopped, and the process proceeds to step S4. In step S4, a transition is made to the third control state D in which the clutch is in a completely connected state, and normal running is continued.

  In subsequent step S5, it is detected whether or not the vehicle has stopped. If the determination is affirmative, the process proceeds to step S6. In step S6, the state is changed to the first control state B in which the clutch is disengaged and the engine can be started. If a negative determination is made in step S5, the process returns to step S4, the third control state D is maintained, and normal running is continued.

  On the other hand, when an affirmative determination is made in step S3, that is, when the clutch connection is detected and the vehicle is stopped when the determination result of step S2 is combined, it is assumed that the vehicle is parked in the in-gear state. Proceeding to step S7, the clutch is brought into a completely connected state, and the state shifts to a second control state C in which engine start is prohibited. In subsequent step S8, it is determined whether or not a neutral state has been detected. If an affirmative determination is made, it is assumed that the occupant has switched the transmission from a predetermined gear position (for example, first gear) to the neutral position in order to start the engine. Then, the process proceeds to step S6 and transitions to the first control state B. If a negative determination is made in step S8, the process returns to step S7 and the second control state C is maintained.

  After the transition to the first control state B in step S6, it is determined in step S9 whether or not a start operation has been detected. If an affirmative determination is made in step S9, the process proceeds to step S10, and transitions to a half-clutch control state E that is a half-clutch state in order to smoothly start the vehicle. If a negative determination is made in step S9, the process returns to step S6 and the first control state B is maintained.

  After the transition to the half-clutch control state E in step S10, it is determined in step S11 whether or not a clutch engagement state has been detected. If an affirmative determination is made in step S11, it is determined that the departure operation has been completed smoothly, the process returns to step S4, and transitions to the third control state D. On the other hand, if a negative determination is made in step S11, the process proceeds to step S12, and it is determined whether or not a vehicle stop state is detected. If an affirmative determination is made in step S12, it is determined that the vehicle has stopped before the clutch is completely connected after the vehicle has started, and the process returns to step S6, and transitions to the first control state B in which the clutch is disengaged. If a negative determination is made in step S12, the process returns to step S10 and the half-clutch control state E is maintained.

  As described above, according to the clutch control device of the present invention, the control state of the clutch includes the initialization control state A in which the clutch is stationary, and the first control in which the clutch is in the disconnected state and the engine can be started. Initialization control is set by setting a state B, a second control state C in which the clutch is engaged and the engine cannot be started, and a third control state D in which the clutch is engaged and the engine can be started. When in the state A, if the clutch is in the disengaged state, the transition is made to the first control state B, and if the clutch is in the connected state and the vehicle is stopped, the transition is made to the second control state C. Transition to the third control state D in which the vehicle is running and the vehicle is running, so that when the clutch control state becomes the initialization control state due to a momentary disconnection of the vehicle power supply, etc. According It is possible to perform a proper clutch control. For example, when the initialization control state is entered during traveling, the clutch engagement state is maintained, so that it is possible to prevent the idling state in which the clutch is disengaged. Further, when the initialization control state is established during in-gear parking, the clutch engagement state is maintained, so that the clutch is not disengaged during parking on the slope and the drive wheels do not start to move. Further, when the initialization control state is entered during neutral parking, the clutch disengaged state is maintained, so that the engine can be started as it is.

  The transmission, transmission mechanism, hydraulic modulator, ECU, arrangement and configuration of various sensors, abnormality detection of the ECU, detection of the clutch connection state, detection of the start operation, detection method of the stop state, etc. are described above. Various changes are possible without being limited to the form. For example, connection control or the like in the half-clutch control state can be arbitrarily changed in accordance with the configuration of the transmission or the like. The clutch control device according to the present invention is not limited to the above-described motorcycle, and can also be applied to a three-wheeled vehicle or a four-wheeled vehicle using an engine as a power source.

It is a block diagram which shows the structure of the clutch control apparatus which concerns on one Embodiment of this invention, and its peripheral device. It is a block diagram which shows the structure of the clutch control apparatus which concerns on one Embodiment of this invention. It is a state transition diagram showing a configuration of clutch control according to an embodiment of the present invention. It is a flowchart which shows the flow of the clutch control which concerns on one Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Transmission, 5 ... Primary driven gear, 6 ... Clutch, 10 ... Transmission mechanism, 20 ... Hydraulic pressure modulator, 21 ... Motor (actuator), 42 ... Shift drum, 50 ... Shift spindle, 51 ... Shift lever, 92 ... Gear position sensor, 100 ... shift spindle rotation amount sensor, 110 ... neutral switch, 113 ... throttle opening sensor (throttle opening detecting means), 115 ... engine speed sensor (engine speed detecting means), 118 ... hydraulic sensor, DESCRIPTION OF SYMBOLS 120 ... ECU, 130 ... Clutch control part (control means), 132 ... Initialization control part, 133 ... 1st control part, 134 ... 2nd control part, 135 ... 3rd control part, 170 ... Vehicle state detection means, 190 ... neutral detection means, A ... initialization control state, B ... first control state, C ... second control state, D ... first Control state, E ... semi-class control state

Claims (5)

In the clutch control device (120) of the clutch (6) for connecting / disconnecting the rotational driving force transmitted from the engine of the vehicle to the drive wheels via the transmission (1) ,
An actuator (21) for connecting and disconnecting the clutch (6) ;
Control means (130) for controlling the operation of the actuator (21) ;
Neutral detection means (190) for detecting a neutral state of the transmission (1) ;
Vehicle speed detecting means (114) for detecting the vehicle speed of the vehicle,
The control means (130 ) is set with an initialization control state (A) in which the clutch (6) is brought into an immobile state when supply of driving power to the clutch control device (120) is started .
The control means (130) further executes control of the engine, and when the vehicle speed is equal to or greater than a predetermined value when the clutch (6) is engaged and the immobilization state (A) is reached, the engine (130) On the other hand, when the vehicle speed is less than a predetermined value, the engine control is not permitted to start. In a clutch control device (120) for a clutch that connects and disconnects a rotational driving force transmitted from a vehicle engine to a drive wheel via a transmission (1) ,
An actuator (21) for connecting and disconnecting the clutch (6) ;
Control means (130) for controlling the operation of the actuator (21) ;
Clutch engagement state detection means for detecting a connection state of the clutch (6) and (6),
Neutral detection means (190) for detecting a neutral state of the transmission (1) ;
Vehicle state detection means (170) for detecting at least that the vehicle is stopped,
The control means (130) is set to disengage the clutch (6) when the neutral state is detected,
Wherein said control means (130), as a control state of the clutch (6), the initialization control state (A) to immobile the clutch (6), the start of the clutch (6) is disconnected in and engine a first control state to enable (B), and the second control state clutch (6) is to disable the starting of the connection state a and the engine (C), the clutch (6) is in the connected state a and the engine A third control state (D) enabling start-up,
In the initialization control state (A) , the control means (130) makes a transition to the first control state (B) when the clutch (6) is in a disconnected state, and the clutch (6) is in a connected state. And when the vehicle is stopped, the state is shifted to the second control state (C) , and when the clutch (6) is in the connected state and the vehicle is not stopped, the third control state (D ) be transitioned to the clutch control apparatus according to claim. The control means (130) sets the control state of the clutch (6) to the initialization control state (A) when the supply of driving power to the clutch control device (120) is started. The clutch control device according to claim 2. The control means (130) sets the control state of the clutch (6) to the initialization control state (A) when an abnormality of the clutch control device (120) is detected. The clutch control device according to 2. Vehicle speed detecting means (114) for detecting the speed of the vehicle;
The clutch control device according to any one of claims 2 to 4, wherein the vehicle state detection means (170) detects the stop of the vehicle when the vehicle speed becomes a predetermined value or less.

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